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A. F. C. TOUSSAINT, SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC.30. 19I5- I Patented Sept. 30, 1919.

6 SHEETSSHEET I.

32 w QUAWAM Mk4 HOW (fia /Or n) a.

1' cm, WASHINGTON. m c.

A. F. C. TOUS S'AINT.

SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC 30. I915.

Patented Sept. 30, 1919.

6 SHEETSSHEET 2- Tm: COLUMBIA PLANOGRAPH CO.I wAsnlNuTofl, D. c.

A. F. C. TOUSSAINT.

SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC.30|19l5 1,317,405.. PatentedSeptfiO, 1919.

J VUUQFTYOW: A-JT, q-Q- TWA (xvi/m 'rm: cnuvmmA ILANOGRAPH c0..WASHINGTON, m c.

' A. F. C. TOUSSAINT.

SYSTEM FOR AUTOMATICALLY STOPPlNG RAILWAY TRAINS.

APPLICATION HLED 050.30. I915.

1 9 3 1 7,405 a Patented Sept. 30, 1919.

6 S,HEETS-SHEET 4- 715 8.

//0 an n? '"TH'IT A. F. c. wuss/um.

- SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED omen. 1915.

1,317,405. Patented Sept. 30, 1919.

6 SHEETSSHEET 5.

A. F. C. TOUSSAINT.

- SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC-30.1915.

L3 1 7,405 Patented Sept. 30, 1919.

6 SHEETSSHEET 6.

l RI THE COLUMBIA PLAN uw "n, WASHINGTON, n. c.

ITED STATES PATENT OFFICE.

ARTHUR F. C. TOUSSAINT, OF NEW YORK, N. Y.; PHILIP TOUSSAINTADMINISTRATOR 0F SAID ARTHUR F. G. TOUSSAINT', DECEASED.

SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY-TRAINS.

Application filed December 30, 1915.

To all whom it may concern:

Be it known that I, ARTHUR F. O. Tons- SAINT, a citizen of the UnitedStates, and resident of New York, in the county of New York and State ofNew York, have invented new and useful Improvements in Systems forAutomatically Stopping Railway-Trains, of which the following is aspecification.

My invention relates to automatic control of trafllc moving on a railwayfor its protection against danger to person and property, one objectbeing to provide in connection with any known or usual signal system androlling stock, automatic means operating in emergencies likely to effectsafety, and independently of the persons controlling movement of a trainand, if desired, independently of the persons controlling the usualsignals, to stop a train before it approaches oris approached by anycondition dangerous to its progress.

Other objects are to provide an automatic train stop which can beemployed in addi tion to and without interference with automaticelectric block signal systems in present use, as well as to provide forthe protection of trains without decreasing the rate of travel, or theheadway interval between trains; and to provide for operation on thenormal danger system, so that failures of apparatus secure stoppage.Other objects are to permit the controlled operation of trains when theconditions are dangerous or the apparatus defective, after due actuationor warning to the trainmen.

For the above and other objects my invention may include certaininstallations on the permanent way and on the rolling-stock, which Ihave provided in one preferred form in such a manner as to avoidmechanical parts on the roadbed open to danger of breakage or freezing,and so as to secure operation of the devices when the signals normallycalling for stoppage or caution are broken, frozen or set falsely toindicate a clear track when there are conditions warranting a signal fordanger or caution.

A further object of my invention is to provide an electrically operatedsystem for the general purposes above indicated which shall beinexpensive to install and effective in operation.

In the prior art, so far as I am aware,

Specification of Letters Patent.

Patented Sept. 30, 1919.

Serial No. 69,367.

reliance for automatic stoppage has been either upon mechanical devicesinterfering with the train, or electrical devices along the permanentway relied upon to actuate parts carried by the moving train whenstoppage is to be secured. One feature of my invention relates to theprovision instead on the moving train of means for detecting, withrespect to danger or disordered apparatus, the condition of blocks orsections of the track ahead of the moving train and for thenautomatically operating the brakes or other stoppage devices when theconditions so detected are adverse, by a source of energy moving withthe train, so that no source of energy exterior to the train must berelied upon to operate the train-carried parts. I have shown myinvention as an instance of one application only in connection with arailway equipped with an automatic block-signal system operating thesignals by changes in electric circuits having as elements insulatedsections of track, the

, sulated from each other in each of the in sulated sections or blocksand thereby to cause the operation of signals protecting the blockrepresented by the pair of rails in each such insulated track section.

Signals of this type are familiar in the art, and while I shallnecessarily show and refer to one specific instance of circuits adaptedto such signal purposes primarily for the purpose of'illustrating theuse made of such a system for my new functions, it will be understoodwithout further statement that my invention is adapted withoutsubstantial change to cooperate with and utilize parts of other signalsystems electrically or mechanically actuated, in which electricalcircuits having sections of track or conductors at or near the trackarranged to be affected by the moving trailic are elements of thecombination, and with respect to which my new devices are operativewithout any disturbance of the operation of the signal devices.

Other objects, advantages and features of my invention will be apparentfrom the following description in connection with the accompanyingdrawings, in which Figure lis a diagram of the fixed or track circuitsrepresentative of two blocks;

Fig. 8 a front view of replacer mechanism;

Figs. 9 and 10 are respectively front and side elevations of therepla-cer mechanism as inclosed in use;

Fig. 11' is a view similar to Fig. 6 illustrating a preferred form;

Fig. 12 is a view illustrating a speedmeasuring circuit-breaker anddriving means therefor; v

Fig. 13 is a diagram similar to Fig. 1 illustrating the arrangement ofcircuits at a high speed cross-over;

Fig. 14 is a diagram similar to Fig. 1

' illustrating an arrangement of circuits at a crossing of anotherrailroad; and

Fig. 15 is a similar diagram illustrating an addition to thedevices'illustrated in Fig. 1 for the purpose of causing automaticstoppage at'each signal-location as well as at the end of each section.

Referring now to Fig. 1, said figure indicates in diagram the fixedcircuits including a part of a signal system adapted to protectautomatically trafiie moving in the direction of the arrow on the track2,, t said figure showing in addition other circuits co-tiperating withthe train-carried parts of my device.

The track may be divided as usual into parts varying in length from 4000 feet to one mile, each part constituting a block, the end of one partand the'beginn'ing of another being furnished with a series ofelectrically-controlled visible signals, two such signal locations X andX, the intervening block T T and an adjacent block T, T preceding in thedirection of traflic on the track in question, being indicated in thefigure. The division into blocks of the track is preferably by a breakin the electrical continuity of each rail 6, t at the signal location,as shown by the insertion of insulated joints 2, 2 in each rail 25, t atthe signal location. At each occurrence of the insulated joints 2, 2usually relied upon for this purpose, the breaks between theelectrically-continuous rails are staggered so that .the break in therail 25 is at least half a rail length ahead of the break in rail 25. I

At points preceding in the direction of trafiic each signal location, X,X, the blocks may be divided into sections T, T, and T T section endsbeing shown respectively at x and as, by insulating joints 1,4 staggere'd in the same manner as the joints 2, 2

7 and adapted for the usual-signal operating purposes.

Otherwise the track 25 and the track t are electrically continuous andof low resistance, beingbonded in any known or usual manner. As againstdifierences of potential of low value between the rail 25 and the'rail tthe construction of the road bed is such as not to short-circuit onerail with respect to the other, the usual construction of road-' eachsection T,"T T T low resistance relays A, which may be signal-operatingrelays, are bridged across the rails'of that section. The signalcircuits controlled by the relays A (not shown) may be of any desiredform. The batteries 6, I) maintain the contact-points of these relaysclosed, except when the moving traffic shunts one of them out bybridging the rails of its section. This movement of the armatures oftherelays A may be relied upon to close or open the controlling oroperating circuits for the signals displayed behind the moving train,for instance circuits energized from current leads 10 par'allelingthetrack and supplied at intervals by batteries or other source of energyof relatively high voltage, for instance 10 or 12 volts, as shown at 6In some prior signal systems, the leads 10 eX- tion in said section orrepresentative circuit in case of clear track and'operative apparatus,and another detectable condition in case of obstruction, danger, orinoperative ap paratus. Preferably the arrangement is that shown inwhich an electrical circuit controlled by the conditions in the stilldistant with the train-carried circuit at points along the track.

At each signal location X, X, etc., a relay 15 is connected across thecurrent leads 10 through contact points 12 operated by relay A (inaddition to its signal operating cont acts not shown) .so as toenergize'relay 15 when relay A is energized, to maintain contacts 16, 17closed except when the respective relays A are deenergized. Contact 16closes the line 20, 21 between a relay 23, at the section-end nextbehind a signal location, and the positive side of leads 10. I preferalso to carry the line 20 at signal location X through a contact 21broken during movement away from clear of the signal semaphore orlantern, whereby to denergize line 20, 24: and relay 23 on failure ofthe signal to reach an intended clear position.

Relay 23 is connected to the negative side of leads 10 at 21. ()perationof a relay A by traffic moving past a signal location will open contact16 and deenergize relay 23 at the section-end next behind. Relay 23 isalso included in another circuit 24-, 14; presently to be mentionedwhereby it may be energized independently.

Relay 23 controls a contact in a normally closed loop 26 containing aresistance r connecting the rails t, 6 between the staggered locationsof the insulated joints 4t 4 at the section-end w. This loop at 00 isrepresentative of the distant block T T and is adapted to be examined bythe detector circuits of the moving train, the fixed circuits describedhaving for one purpose to determine an open condition of said loop atdanger in the distant block or failure of the apparatus thereat.

Relay 15 also controls a contact point 17, which may be on the samearmature as the contact point 16. Contact 17 closes a connection 27 fromthe negative side of current leads 10 through a slow-action relay 30 andline 31 extending to the section-ends w, w. Said line may be opened atm, 00, but is kept normally closed at contacts 32 controlled by relaysA. The circuit through connection 27, contact 17 relay 30, line 31,contact 32 ends at the positive side of the current leads 10, throughthe connection 33, at the sectionends behind each of the relays 30 inthe traflic direction.

Relay 30 is also connected through a contact 34L controlled by its ownarmature to the negative side of current leads 10, as shown at 35.Having been energized, a relay 80 can therefore be deenergized only byopen ing the contact 32 at the section-end behind its location. Havingbeen decnergized, it

can be energized again only by closure of both contacts 32 and 17 Ateach signal-location the relay 30 controls a contact 15 closing line 44,24 containing the relay 23 at a section-end ahead of the relay 3Owhenever relay 30 is energized.

Trafiic passing section-end at to section T will, with respect to relay30, open contact 32 and d eenergize relay 30, breaking in turn thecircuit 14, 45, 2% to relay 23 at :20 one full block T T ahead of thetraffic. Having passed in turn on to section T at location X, contact 17will open to prevent relay 30 and in consequence the relay 23 next aheadfrom being actuated upon the menergizing of relay A at a when thetraffic leaves section T But when the traflichas passed into a sectionbeyond location X, the relays at w and X can cooperate to close the lineat 45, to again energize relay 23 at m, and close loop 26.

Relay 3() is so adjusted as to delay making its contacts when energized,for instance by suitable adjustment of its electro-magnetic properties,or by any other suitable expedient.

The battery Z2 is so connected to the sections T, T etc. as to denergizethe sections T T whenever the relay A of the next section ahead in thedirection of traflic is deenergized. One we'll-known connection for thispurpose is shown, comprising a contact 10 controlled by relay A atsection w, it, said contact 10 being in series with battery 6 and loopt1 connecting the rails t, t of sections T, T. The contact 40 may alsobe arranged as shown, positively to close the loop 41 when the batteryconnection is broken. Anything deie'nergizing a relay A at a section-endwill therefore deenergize the next relay A behind at a signallocation,opening the loop 26 at the sectionend behind the signal-location inturn. A train at section T will thus hold open loop 26 at section-enda", when a train is in section T but will not affect relay A or batterycircuit A1 at section-end 00.

The described structures are repeated as shown at each signal-locationand the preceding track section. The section-ends w, w, etc., preferablyare at the middle of the blocks T T T T but for the purposes of myinvention they need no further pre cede each signal-location X, X, thanwill 81111106 to provide a suitable braking distance. prior to the nextsignal-location.

The arrangement of circuits, relays, and sections of a companion trackfor traflic moving in the other direction, not shown, may repeat thatillustrated in Fig. 1 in the opposite direction. The current leads 10will usually be common to systems for two or more parallel tracks; andwhere saving in wiring is ofimportance, the lines 20, 31 andlA may beworked duplex for the separate operation of two respective relays fortwo tracks by any known system suitable for duplex telegraphy, but Iprefer the individual wiring illustrated,

Referring now to Fig. 2, each train causes by its movement thesuccessive operation of by the condition of other traffic, or byfailureof insulation, or of current, or of the proper operation of signals, orfrom other causes affecting the track circuits.

Figs. 2 and 11 illustrate in diagram one convenient detector means forthis purpose comprising a pair of wheels 0, C, rolling on the track andinsulated from eachother, and means whereby the electrical condition ofthe track included between said wheels and a pair. of electricallyconnected wheels D, D, separated from them in the direction of thelength of the train, may be determined. The wheels 0, C preferably arethefront wheels of the bogie truck, and the wheels D, D preferably arethe drivewheels of the locomotive, but it will be understood that anypair of wheels separated'by a distance less than the distance apart ofjoints 4, 4: may be utilized as rolling contacts; and I may provide insome cases contact wheels additional to the trainwheels.

The wheels C, C are not only insulated from each other but from'theframe of the engine; and if there are wheels intervening between orcloser to the wheels C, C than I the wheels D, D, such as the rear bogiewheels 0, 0, such wheels are also insulated from each other and from theframe of their carriage, such as the engine.

Preferred means for insulation are illustrated in .Fig. 11, in whichwheels C, C are mounted on separate axles 50 rotating in individualjournal boxes 51 rigidly attached to but insulated from a frame member52 of the forward truck of the locomotive. Strong and effectiveinsulation means may comprise, as shown, vulcanized fiber plates 53 heldbetween the frame member 52 and the boxes 51 by heavy bolts 54: in

holes in the boxes 51' and the member 52 bored out for bushings 55 ofthe insulating material. Other hard, tough insulating materials may besubstituted for the mate-.

rial mentioned.

' Between two insulating plates" 53' and fitting the bolts 5&1 provide aseries of 1contact plates 56 in electr'icalconta'ct with the E5 Asillustrated in' Fig 11, the wheels C, C may be mounted on their axles 50between the bearingends of the axles, but in some casesl may employaxles'60, Fig. 6, the wheels C, be'ing'overhung at the respective outerends andbeyond the outermost journal boxes '51. In either case,sufficient strength and rigidity for use as a member of the forwardtruclrof alocomotive'is aiforded by the described co'nstructions. V v

' In a convenient place,jason the lo c'omotive, a detector battery 5 Iisprovided with current leads 61", nt r which, sho wn as the, negative, isconnected toj the' ma'gnet coil of a detector relay 65 by V a circuit 62in which the pjlates 56 are all connected, as illustrated in diagraminFig. 2." The other side of the coil of therelay' 65 is connected at 63to one of'the journal boxes 51 of wheel 10, and is therefore in contactwith r il When'the locomotive is on an electrically continuous sectionof track, relay 65 is energized'from batteryfb through a connection 6 1,62, to relay 65, and '63 to wheel C, along track If to D, to D,along-frail t to C, and thence along the connection" 66 from one of thejournal boxes 51 of wheel C to the other current lead 61 of battery 5?.Connection 66 is controlled at 67 by one of the contacts held closedwhen relay 65 is energized, so that a break in the continuity of thedescribed circuit includingparts of both rails, "unless thebreak isbridged by a track-circuit, will permanently openthe detector circuitat67'. One pole of battery 12 is necessarilygrounded to the locomotiveframe and the track by the connection shown, and any failure ofinsulation along connection '62 of a sufficiently low resistancetoafiect the proper operation of the detector deviceswill close a shunt,.(for instance'through one of the plates 56) aroundrelay 65, thereby toinclude failure of the train insulation among the factors causing relay65 to break all the contacts controlled thereby. I

The relay 65 may be energized by a rcplacercircuit 68 between said relayand the battery 6 when itis desired to permit replacement of therelayarmature in its normal attracted position. Said replacer circuit 68 maybe in parallel witha circuit 69 having a contact 70 normally closed 'byrel a-y 65, and circuits 68, 69 are in series with a circuit 71containing any desired number of circuit-breaking devices 75, 76actuated according to conditions intended to be laid upon permitting thetrain to proceed, instances of which will presently be described.

Movement of the armature of relay 65 whenever said relay detects a breakin the circuit between wheels 0, C or is otherwise deenergized initiatesthe activity of devices operating to stop the train.

Said stopping devices may comprise any known or usual electrically ormechanically actuated devices capable of stopping a train, but I preferand have herein disclosed electricallyoperated means, for applyingairbrakes of customary construction. I prefer also to. extinguish anormally lighted pilot whenever the relay 65 detects an open circuit inthe track or is deenergized by any other cause.

In whatever position on the train the wheels C, C, and relay 65 may beplaced, said relay controls contacts 72, 73 in local circuits 77, 78,entering the locomotive cab, from a relatively strong source of energy 5carried by the train such as a storage battery of a relatively highvoltage and ampere-hour capacity. Batteries 12 and 5 preferably are partof the locomotive equipment, which may include suitable re-chargingdevices, not shown.

Replacer circuit 68 also enters the cab, in which at convenient placesfor the engineman, a magnet-valve mechanism 80 controlling the brakes, apilot light 81, and replacer and register mechanism 82 are mounted.

Circuit 78, which passes through and is normally closed in the replacermechanism 8 2, includes a solenoid 85, Figs. 2 and 1, normally holding abalanced valve 86 against stress of spring 87 closed to check exhaust ofthe train-line air through ingress pipe 88 and educt pipe 89, so thatopening circuit 78 sets the brakes on the train. In the preferred formshown, the casing 80 is constructed so as to inclose effectively againstunauthorized opening casting 90, 91 having a central chamber and seatsfor the rigidly connected valve heads 86 on stem 92, which is rigidlyattached to an iron armature 93 free in a grass lining 91- surrounded bysolenoid 85, which may if desired be inclosed in a casing 95 and rest onan insulating base 96. Spring 87 is normally overcome by the, attractionof the solenoid, the design of the parts 86 being such as to eliminateany considerable resistance to movement of the valve due toair-pressure, as shown. Lamp 81 is conveniently mounted as shown on aflange of the magnet-valve mechanism, from which leads a conduit 97 forthe wires of circuits 77, 78. A glass window 98 in casing 80 permits thelamp to be seen.

Another breakable glass window 99 in casing 80 gives access in anemergency to a cock 100 adapted to close train-air pipe 88.

The replaccr mechanism 82, Figs. 7 to 10, comprises a base 105 havingbearings for a shaft 106 carrying a cylinder 107 surrounded by aninsulating sleeve 108, upon which conducting contact-making sectors 109,110 are fixed in peripheral grooves, as by insulated bolts 111 passingthrough lugs 112 of the sectors.

Sectors 109 and 110 are adapted respec tively, in positions 180 apartofshaft 106, to connect a pair of separated contact-forks 113, 113, 114,1141, said shaft being provided with a handle 115, and a ratchet andpawl 116, 117 to prevent turning the shaft backward. Bevel gears 118connect shaft 106 to a revolution-counting. register 119 of any usualconstruction. A casing 120, secured to base 105 in any manner adapted toprevent unauthorized access, has an opening for shaft 106 and handle 115and a suitable window 121 permitting the register to be read.

Circuit78 is normally completed between the forks 114- by sector 110.When sector 109 is in any other position than in contact with saidforks, magnet valve 80 is open, and the train can not move.

Replacer circuit 68 is normally broken between forks 113, but can becompleted by sector 109 whenever the train is stopped, or by causingstoppage, on turning handle 11.5 through half a revolution. To start thetrain, handle 115 must be turned through the remainder of a revolution.Such" revolution is registered at the counter 119.

It is desirable on many occasions, as when taking a siding or aslow-speed cross-over, or in an emergency when proceeding at cantioninto a block in which the automatic devices have gone to danger, or arekept set at,

danger, to operate the train at a slow speed without any interference bythe automatic devices. I have therefore provided as shown in Figs. 2, 11and 12 for separately energizing the detector relay 65 whenever thetrain speed is below a fixed minimum. For this purpose the circuit 69,71 includes a circuitbreaker 75 having an element driven as by belt 124,from an axle, as 50, and adapted to break said circuit 71 at a fixedspeed, for instance when the train is running above ten miles per hour.I have not shown the device 75 in detail, any commercialcircuitcontrolling speedometer adapted to be driven by the train wheelsbeing adapted to my said purpose.

I provide for opening the circuit 71 whenever the driving connection tothe device 75 fails, as by breakage of the belt. One device for thispurpose as shown comprises an idler pulley 125 for belt 1241 mounted onan arm 127 fast to a shaft 126 of a cylindric circuit-breaking switch76, and adapted when the belt 124 breaks or runs off to fall, rockingshaft 126 and breaking circuit 71.

My system may be adapted to all the usual track conditions by simpleprovisions of the track circuits. Referring now to Fig.

13 for instance, said figure shows a highspeed'cross-over T 3 fordiverting traffic in the"direction of the arrows from a trackT lto'traclrT As shown, track I may be divided into sections the insulatedjoints 2,21 and showna section ofthe track T the cross-over T and somuch of the track T as is illustrated may have the usual signal circuitconnections 151, 152, 153, 154,

section T having a battery Z) andr'elay A a sdescribed infconnectionwith'Fig. l.

The cross-over T is broken at three places by staggered insulated oints5, '5"; 3*,6; and? 2'7 Atthe 'staggered en'ds bet ween joints 6?? and6*, I provide loop 150 to connect the rails of cross ovenT The section"T3 is also -provided wi'tl1 the closed loops"'7' siniilar'to thoseabove described? As ivill'be readily perceived frointhe diais tomaintain'as between the wheels' C, G

moving over the cross-over the electrical continuity of the track Twh'ether'consldered'as' asecti'on with respect to the track T 5 orsection T of thetraclfT Presence of a train at'the cross ov'er willactuate relay A in the samenianm as thatdes'cribed' for a train on io-neof'the sections 's'h'tiwn'in Fig. i In Fig.114, a"'cross'ingwith'ja'transverse 3 0 railroad'l illustrated, along witlrth'e ad'-jac'entsignal' locations X X? for railway T The' parallelogram' P at theintersect ing-traclis is'insnlatedaft one rail ofea ch of the crossingby an insulating ointS 3 5 and the abutting ends of thesections ofthetrack fr jrm connected as shownrrail being looped at 160 to-rail Qtbeyondthe crossing railroad, whose ra ls maybe connected in' a similarmanner at loop"161l' 49 With respect to the battery I) and rollingcontacts C, there no break in continuity between the signal locations'X"","X.

The insulated j oints mentioned above are relatively narrow inthedirection of travel,

andit'will 'be understoodthat'the rolling contacts Inentioiied eitherbridge theab'ntting'endsof therails in'passing such a joint or are oi tof contact with the abutting rails for so brief ani'njterval as'to failto actuate 5O any'of' the devices and circuits controlle'd by such acontact merely by p'assa'ge across the insulatedjointf In 'Fig. 15 Ihave illustrated, for addition to the circuit shown at ig. 1, meansto'causethe above described automatic stop devices tobecome operative atthe signallocations X, 'X" as well at the sectionends' 00, m; For this"purpose the loops 7" joining the opposite rails of abutting sec- 6 0tions are replaced by loops 165 arranged to b'eflbroken at contactlfitibyrelay 170' con nected 171 across the current leadsIO,

connection 1"('1loeing in turn controlled by a contact"17 "2 oftherelay23 at the sectionend next preceding the signallocation in the directionof traflic.

In operation, referring now to Figs. 1 and 2, first assuming the'block T'to be' clear and an operative condition for all'batteries, circuits andsignals, and a train approaching the section-end a: in the direction ofthe arrow, the relays A will then all be energized and the fixedcircuits in the condition shown, the contacts 12 being closed. At r therelay 23 is energized and the loop 26 is closed. On thetrain, thedetector circuit containing'theparts of tracks 2?, t between wheels C; Dand C, D respectively, the relay and battery 5 is closed bythe rails.

At passage over joint 4 of wheel C, circuit C, D, '6, 6 D" G broke atthe joint 4 iin 'track F, but was replaced by log 26 At'passage overjoint 4, said circuit etc.

to' G broke at joint 4, but was replaced by the leads andcoil of relayA. XVhen'wheels D passed joint 4 the low resistance shunt D,

D" deenergized relay A at a and opened contacts 32 and 40, deenergizingtrack see near by cutting out or bridging battery 7), or both, anddenergizing'relay 30. Re-

lay 30 thus opens contacts'34,g45, the break 'at the lattercontactcutting 'line 44 to relay 23 at section end w,",oiie" f ull' blockahead, but not inducing movement of said relay which is "still energizedline 20, 24 reach- .t'he'train,"and througlrrelay 23 at a e opening loop26' at 25, unless there is current on line 44, whichlas explained abovewill not be'possible if there is a following train on section Theopen'loop 26 is a stop ind'ication for a following train.

'Relay 15 when deenergized not only opened'line 20, but at contact 17broke circuit 27 to'relay 30. This occurred before sectionT was freed bthe bridging train, thereby to avoid first 0 osing contact 32 and thusindependently energizing relay 30 and continuing its energizationthrough connection 35, 34. If the moving traflic was a locomotiverunning light, so as to cause an interval when no bridging wheels wereon section T and before relay 15 has acted, relay 30 will still remaindenergiz ed because it is slower in action than relay 15, the possibletime interval being very short. The train having passed'X, the relay 30at X and the relay 23 at 00 remain de'c'nergized.

The relays A and 23 at the section-end 00 ahead of the train now onsection T remain closed through the rails of section T and line 20 tosignal location X, and the locomotive detector circuit still findscontinuity between the end of rail t of section T and the overlapped endof rail 23 of section T", as explained in connection with sectionend w.

When the train passes to section T relay A at m cuts out battery I) forsection T thus keeping relay A at X, relay 15, at X, and relay 23 at mdeenergized. A danger signal will be displayed at X and the loop 26 at.02 will remain open, to stop following traflic until the train leavessection T. Having left section T relay A at m is energized, whereuponrelay A at X, relays 15 and 30 at X, and relay 23 at m are energized,and the line is cleared to and inclusive of section T But an approachingfollowing train, assuming the first train to be stalled at or justbeyond signal-location X, will break the line 14 by means of the relay30, line 31, contact 32 and relay A at section-end m, so that loop 26 atx will be opened by failure of current at relay 23 at that point,whether or not the train has cleared section T, or whether the conditionoccurred after the second train has passed section-end a7.

Failure of any of the insulated joints 2, 2, 4, 43 will result indeenergizing a relay A, and setting the signals and causing opencircuitat loop 26 at the section-end preceding. Improper motion of any signal,through contact 21, will be equivalent to de energizing relay 15 by atrain on the next block, and break line 20 to openloop 26 at thepreceding section-end. Failure of any track-connected circuitnecessarily causes the same result.

Assuming. that for some one of the causes mentioned a loop 26 or r is anopen circuit, the detector and other train-carried circuits on a trainat speeds above a predetermined slow speed operate as follows:

Relay 65 whenever the circuit between wheels C, C opens breaks contacts67, 72, 73, 70. Contact 67 opens the lead 61, 66 from battery 6 so thata very short break in time permits the relay armature to drop andprevents its restoration. 7

Contact 72 opens to extinguish lamp 81. Contact 70 opens to breakcircuit 69, 71 by which relay 65 might again be energized.

Contact 73 breaks the circuit 78.130 magnet-valve 80, and applies thebrakes.

Every possible connection from battery 6 to relay 65 is now brokenexcept that through disk 109 of replacer 82, which is open.

lircuit 78 to the valve, without closing which the brakes can not bereleased, (except by breaking emergency window 99) can not be closed at73 without operating the replacer, and can not then be closed unless thetrain has stopped or is running so slowly as to close circuit 71 at 75.The engineer now turns the replacer handle one-half revolution away fromthe position shown in Figs. 7 to 9, thus making circuit 68, andrestoring current to relay 65 through 71, 68, 62, and closing contact 73in circuit 78. But circuit 7,8 is now broken at disk 110, forks 114-,and handle 115 must be turned through the remainder of the revolution toclose valve 80. Register 119 records how many times the engineer hasoperated his replacer.

The locomotive circuits are now complete, and if the track-conditionstill is such as would again deenergize relay 65, the train. may stillbe run at a limited speed by intervention of the speed-controlledcircuit breaker 75, which maintains the circuit 71,

69 closed, when the relay 65 has once been energized to close contact70, at all speeds under a prescribed minimum, for instance ten miles perhour. Any danger or stop indication may be passed at such low speedswithout automatic setting of the brakes, and

the locomotive may be run into roundhouses or on to sidings or overother unbonded or imperfectly conducting sections at such speeds withoutintervention by the engineer. I find this provision useful for enforcingslow orders, an open-circuit track section being provided to make theengineer slow down, or be stopped. The circuits of a regular section maybe made continuous around such a break, or one of the loops 1 may bebroken for this purpose. The belt-operated device 76 prevents anyrestoration of relay 65 when the speed-controlled device 75 is notrunning. When it is desired to increase the number of points at which aloop is automatically opened between abutting sections to securestoppage, the arrangement of Fig. 15 is preferred, as above described.Operation of the device will be obvious in view of their analogy tothose above.

It will be seen that by the device of enabling a train-carried circuitto include and determine the electrical continuity of a circuit betweenthe abutting ends of certain track-sections that I am enabled to securethe safe operation of a train automatically without any difficultchanges in construction or equipment and without interference with theautomatic block signals now used. While I have mentioned opening certaincircuits or breaking connections or disturbing the electrical continuityof parts, as of the loops 26 or parts of the tracks, it will beunderstood that such opening, breaking or disturbance of any of thecircuits may be relative only, and may comprise a mere increase ofresistance; and that the conditions detected by the detector circuit andrelay 65 may be normal conductivity and increased resistance redevicemay be instead the controller or circuit-changer or transformer switchfor electric driving motors; or said valve .80 may be a valve in apneumatic or other fluid-pressure system for signaling the trainmen instead of or in additionto directly affecting the actuation of thelocomotive; or may be the throttle-valve or a controlling device for thethrottle-valve ofa steam locomotive. It will also be apparent that thecircuit? 8 may control any desired number of train-stopping devicesinstead of. or in addition to that shown, such as a throttle-valveorcontroller handle, to be released whenever the brakes are set. i V

It will now be understood without further description that my device isadapted for I certain operation in all the emergencies usually providedagainst by signals, includ ing its own'failure, and that the trains willbe stopped at the selectedplaces with a minimum of disturbance, and thatthey need never .be so stopped if the engineer obeys signals, except incase of apparatus failure. While I have shown in illustration of thegenus of devices which my invention includes, preferred forms ofcircuits for giving a stop indication at the section-ends, and preferredforms of devices for detecting such an indicatio nand for stopping ,inresponse thereto, it will be understood that other species not explainedin detail herein, within thescope defined by the accompanying claims,may be substituted for the instances selected for illustration of theinvention.

From the foregoing it will be apparent that the bridge 26 at a positionso is rendered effective to stopa train only when a section of thefollowing block isshort ,circuited and when a train successively entersthe two preceding sections, this being due to the fact that the relay 23controlling the bridge 26 is controlled overconductor 20 from thefollowing block and also over conductor 4A in parallel with conductor 20from the succeeding sections and to the fact that the relay 23 isdecnergized to open the bridge 26 when a train enters the secondpreceding section and is maintained open by the train passing from thesecond preceding section to the first preceding section. Thus, referringto v Fig. 1, if a train is in section T the relay 15 will be deenergizedto open the circuit 20 of relay 23. However, the'relay 23 will not bedeenergized to open the bridge 26 until the circuit 44 is opened. Thecircuit 4H is .openedat 45 when atrainenters section inasmuch as therelay A at T? opens a circuit of relay3O controlling contact 45. At thistime the bridge .26 at position (0 is opened. When thetrain passes fromsection T to section T the relay A at T closes, but the relay 3.0 dens it q e nasmu w ts i u .2 is opened at 17 by the train entering section TThus the relay 30 is maintained denerigized as the train passes fromsection T to the section T thereby maintaining the bridge 26 at positionon open. Inthe case of a single locomotive or asingle car passing from Tto T the relay 30 would pull up while the locomotive or car is betweenpoints f condition of danger ahead the bridge 26 is opened when a trainenters the second .preceding section T and is maintained open to stopthe train when the train passes from the second preceding section T .tothe first preceding section T. A single train passing over the trackwill not affect the relays v23.

What I claim is: V 1. In a system of the character described, thecombination of a train-carried detector circuit completed in partthrough the track, circuit-breaking means for breaking the: electricalcontinuity of predetermined parts of the track, andcontrol means forcontrolling said circuit-breaking means by the conjoint presence of adanger condition ahead and a train passing from one section to anothersection in the rear.

2, In a system of the character described, the combination of-atrain-carried detector circuit including a part of the track betweencontacts moving with the train, means whereby a break inelectricalcontinuity of said part of the track alters said detector circuit meansfor breaking the electrical continuity of predetermined parts of thetrack, and means for mutually controlling the last aforesaid means fromboth directions so that the track continuity is conditioned to operatesaiddetector circuit by the conjoint action of a danger condition aheadand the train successively entering to precontrolling saidcircuit-closing means.

4:. An automatic electric stop. device for railways comprising aninsulated rail. sec-- tion overlappinganother insulated rail section,and detectormeans carried by a mov ing vehicle on said railway adaptedto detect connection or disconnection. between said overlappingrailsections, in combination with ,means. for connecting anddisconnectinglsaid rail sections in rcsponseto conditions affectingsafety at a distant part of the railway. v

5. An automatic electric stop device for railways comprising signaloperating track circuits, each havingan insulated rail .sec-

tion overlapping another insulated railse'c tion of an adjacenttrack-circuit,and-detector means carried by a moving'vehicle on saidrailway adapted to detect connection or disconnection between saidoverlapping rail sections, in combination withmeans for connecting anddisconnecting said rail sections in response to conditions affectingsafety at a distantpart of the railway. .46. Means for use on railwaysadapted to actuate parts carried'by a moving vehicle in response toconditions on a section ahead of said vehicle comprising in combinationa track electrically divided into similar continuous successivesections, a normally closed circuit connecting one section to anadjacent section; means comprising a conductor along the track, asour'ceof energy-rand devices adapted to open said normally closedcircuit, and circuit controllers'ateachfsection for alteringthe-continuity of said conductor to a section inthe rear, whereby tooperate said devices. I

8. Means for use on: railways, comprising an insulated track dividedinto sections each comprising equal continuous portions of both sides ofthe track overlapping each other, and including means adapted to 0peratesignals automatically by contact with a moving train, incombination witha conducting loop normally connecting the overlapping portion of thetrack-sections, means for opening and closing said loop at theoccurrence or absence of conditions'ca'using a danger signal and adetector circuit carried by the train for determinin'gthe condition ofsaid loop. 5 9. Means for use on railwa s, compris ing an divided intosections ,with'a moving. train, in combination with a conducting loopnormally connecting the overlapping portionsfof the track-sections,meansi'or opening and closing said loop at the occurrence or absence ofconditions causing-a dangerslgnal, a detector clrcuit carrled by thetrain for determining the condition of said loop, andmeans ac'tuatedbythe indications of said detector circuit for stopping the train.

10. An'automatic stop device for railways, having in combination a trackdivided into track-circuit sections, each track section beingelectrically continuous and comprising portions of both trackrailsoverlapping each other, a detector circuit and source of energy thereincarried by a vehicle moving on the track adapted to determine presenceorabsence of an electrical connection: between the overlapping portionsoftwoor more of said sections, and means-on said vehicle adapted to beoperated by a source of energy. thereionto stop said vehicle controlledby one indication of saiddetector circuit.

-11. In an automatic stop device for rail ways,-a track having-insulatedrailsin each side of the track, electric circuits connecting oppositerails in successive sections, means carried by a vehicle movingon thetrack adapted to connect the rails together to affect said electriccircuitsofwhichsthe rails; are elements, in combination with means: onsaid vehicle to detect presence or absence of an electrical connectionbetween successive 1 sections of said track, and stopping mechanismactuated by said means. a 1 12. An automatic electric stop device'forrailways, hayinginsulatedrails divided into mutually insulated tracksections abutting each other, each track section comprising equalcontinuous portions of-both sides of the track overlapping each other,comprising. connecting means and detector means moving with a vehicle onsaid railway adapt-v ed-respectively to connect rail to rail, and tobridge abutting ends of sa'idtrack sections, in combination withmeansforconnecting and disconnecting said abutting ends in response toconditions afiecting safety at a distant part of the railway beingapproached by said vehicle, whereby; to a'ii'ect said detector meansk I13. Means for use on railways, adaptedto actuate parts carried by amoving vehicle in response to conditions 'on a' section ahead of saidvehicle, comprising in combination a track electrically divided atsignal locations into blocks, said blocks being similarly divided intosuccessive sections, a conducting loop adapted to connect/one section toanadgacentseetion, means for opening-and closing CLO said loopincluding-"a" conductor extending from one signallocation to said loopat sectionends to the rear, and means operated by the passage of avehicle at said-signal location foraltering the continuity of said saidloop when thereisz. traflic Yongboth. of

said sections simultaneously, and-means on a train fadapted-ztorbeoperated when, at passage from' one section to another, there is an opencircuit. between said sections of track,

15; An autom atic train stop comprising a railway vehicle having a pairoi rail-contacts connected together, and, a pair of insu-:- lated?railrcontacts at a distance therefrom, said insulated contacts formingthe terminals of a normallyclosedqdetector circuit adapted toabe openedby a break in the continuity of either or both-rails between saidinsulated andt'saidiconnected: contacts, a 7 track divided intoblocks,onesideof each block overlapping one side; of an. adjacent block, and atrain-controlled circuit connecting the overlap-ping sides, wherebyfthepresence of a train inrapreceding'blockwill open said circuit. andopentheidetector circuit of a train crossingthe. overlapping portions of.the sides ofvthe tracln 16. An automatic stopping deviceforrailwayvehicles: comprising an electrically-operated control deviceonthevehicle, an operating circuit therefor, and 'means to alter thecontinuity: ofsaidcircuit comprising a detector relay,.a source of energand a circuit including in series 'wheels insulated from a each;OllllBIQ-POIblOIlS of the rails and wheels adaptedsto connect the rails,whereby I abreak inicontinuityof-either rail operates saidcontrolwdevice,j a track divided into blocks, one side of each blockoverlapping one side of anjadjacent block, and: a traincontrolledcircuit connecting the overlap ping sides, whereby the presence of atrain in afpreceding bloclcwill open said circuit and open the detectorcircuit of atrain cross ing the overlapping portions. of the sides ofthe, vtrack. p Y r l7. Anautomatic electric; stopping device forrailways, comprisii'igadetector circuit having: thereinin, series a:source of energy, terminals adapteditovinclude a circuit whoseconditionyistol be detected, anda magnet coil of arelay havingcontactpoints adapted to opensaid circuit when deenergized, as by aidiscontinuous circuit between said terminals, in combination with acontrollercircuit adapted to be altered when said relay is deenergized,stopping means operated by said controllercircuit and; manually operatedreplacer means adapted to close a normally openr'circuit across. saidcontact pointsvwand simultaneously break said controllercir'ciuitr -Y18. A railway vehicle havinga detector device adapted to include therails and an electrically"connected pair of wheels thereon in a circuit,comprising said wheels, in comhinationi with a truckframe, journal boxesthereon insulated therefrom; and separate alined axles having wheelsthereon heldby said-boxes for 7. contact with the respective rails. I I19. In an automatic electric stop system for railways, the combinationof'a-Hvehicle witlradetector'circuit arrangedto be closed through thetrack, stop-.indication means associatedwith-the track, andelectro-vmagn'etic meansrin said circuit adapted to operate-inonecondition ofwsaid indication means to cause stoppage, invcombination: with means controlled by theaspeedof thei'vehicle forindependently actuating said electro-magnetic means toprevent stoppageatspeeds less than a predeterminednspeed, the. last meanshaving a circuitcontrolled'by; the elec- 'tro-magnetic'mea-ns I v 20.. An automaticvehicle stop device having in v combination with 1 the vehicle a.fluidpressure brake; system, a. valve, means tending to open 'saidrvalveto set the brakes, electro-magnetic; means for holding. said valve,closed, a normallyclosed circuit and source-of energy on said vehiclefor. energizing said means, automaticdneansfor in+ terruptingsaidcircuit to set the brakes, manually operable interruptingtmeanstherefor-on saidvehicle, and speed-control means for energizing saidelectromagneticmeansto maintainthe-brakessreleased;

21.:Automatic trains-stopv devices having twosuc'cessive positionsthereof, whereby to insure stoppage of the train, before restoration ofthegautomatic. devices toxacondition permitting-the train to proceed: v

22. An 'automatictrain-stop having in combination train-carried devicescomprising a detector-circuit, and a local-circuit-controL ling relayfor operation thereby, adapted to open its own actuating circuit on theoccurrence of one: condition affecting said detector-circuit;train-stopping devices actuated by a local circuit controlled :by saidrelay; replacer means adapted to'reenergize said relayv during aneffective position of said train-stopping means only ,and SPBQCl-COI1trolled means for independently energizing said relay through a localcircuitadapted to be broken when said relay opens its actuating circuit,wherebyl the -automatic devices are rendered inoperative at r slow trainspeeds but, having acted, will permit the train to move only when thetrain has been stopped and the devices then reset.

23. In an automatic electric trainstop system, in combination withstopindicating loops at'predetermined parts of a railway adapted to beincluded in a train-carried circuit for effecting stoppage or procedure,means for controlling said loops comprising a track divided intosections; means at a sectionah'ead of said loop for closing a circuitcontaining electro-magnetic means adapted'to alter the continuity ofsaid loop when there is trafiic on said section; and

; means controlling a conductor to aisection behind said loop forindependently energizing. said electro-magnetic means in response toabsence oftrafiic in one or more sections behind. r a Y 24. Inanautomatio electric train-stop system for railways, a track-loopadapted to be opened and closed toeffect stoppage or procedure ofpassing trains, in combination with an electrically actuated opening andclosing device therefor, means at a section of track ahead in thedirection of traffic for operating said device when there is traflic insaid section ahead, and an independent energizing circuit'for-operatingsaid device controlled by tralfic-in. sections to the. rear, and-a relayand anoperating' circuit adapt? ed to be broken intone place by trafficin one section and another place by traffic in another section, saidindependentcircuit being controlled by said relay and operating circuit.a

.25. Railway protective apparatus comprising a train-carried g-detectorcircuit, means for opening and closing saijd circuitin re spouse toconditions affecting the safety of the train at a distant part of therailway being approached by the train, an electro-s magnetic deviceinsaid circuit, branch circuit including said electromagnetic device,and an armature switch of the electromagnetic device, and aspeed-controlled device" in the branch circuit for maintaining thecircuit closed while the train is running at low speed.

26. Railway protective apparatus comprising a train-carried detectorcircuit arranged to be normally closed through a portion of 1 track, anelectromagnct in circuit. he having; an armature switch arranged inseries therewith in said circuit so as to closethe circuit whenenergized, a branch circuit including saidelectromagnetic device, saidelectromagnetic device having a second armature switch in thebranch-circuit, both switches being ar-v ranged to be closed when thedevice is energized, and aspeed-con'trolled device in the branchcircuit-for maintaining the branch circuit closed 'while thetrain isrunning at lowspeedy '13 r y '27. .-In a railway system comprising'atrack divided into blocks, the combination of electrical mechanismcarried by the train, a controlling circuit associated with. one trackblock, the operation of the. train mechanism being dependent upon thecontinuity of the controlling circuit, circuit-controllingvmeans forcontrolling the continuity of the controlling circuit, w andtrain-controlled means for controlling the circuit-controlling.means,rthetrain-controlled means being so associated with said oneblock and a preceding block that normally the circuitcontrolling meansisonly conditioned to operate train mechanism when trains are in each ofsaid blocks. v 28,. In a railway system" comprising a, trackdivided intoblocks, the combination of electrical mechanism carried by the train, acontrolling circuit associated with one trackblock, the operation of thetrain mechanismbeing dependent upon the continuity of the controllingcircuit, a first relay for controlling the continuity'of thecontrollingcircuit second and third relays for: controlling the first relay,.thesecond relay being associated with said block so that its opera-- tionis dependent upon the presence of a train in the .block, and the thirdrel'ay being associated with a preceding block so that its operationis-dependent upon the presence of a train in the preceding block,whereby the first relay is only operatedto. condition the,.cont1:ollingcircuit so -as to actuate-train mechanism when trains are in bothlofsaidblocks. 1 i I, 29.111combinationwith a railway sys tem divided 7 intoblocks, the insulating joints between blocks being staggered so that;the rails ofadjoining blocks overlap, a circuit bridging the overlappingportions of two blocks, means for opening and close ing said circuit,train-carried mechanism arranged to be actuated when the train passesfrom the firstto tllGSGCOIl-d block depending upon the continuity ofsaid circuit, a relay associated with each of said blocks so as to beactuated by a train in the block, and means for connecting the relays tothe said means so that the means is only operated to change thecondition of the said circuit when trains are simultaneously in saidblocks respectively,

ea, A, the character described comprising a track divided intovsections, ree

7 lays associatedwith the respective sections,

and means for. controlling a relay of a section conjointly by, acondition of danger in a succeeding section and by a train succestionconjointly by a condition of danger in.

a succeeding section and by a train successively entering the next-two.preceding sections. Y

' 33. A system of the character described comprising a track dividedinto sections, re-

, lays associated with" the respectivesecti'ons,

arranged to be brought into operative relaand means for controllingarelay of 'a section-con-jointly by a condition ofdanger'in the secondsucceeding sectionand by a'train successively entering two precedingsections. .34. A system of the character described comprising a trackdivided into blocks, the.

blocks being-divided into sections, relays as sociated with the .7respective'sections, and means for operating the relay of a certainsectiono'f a block conjointly by the presence of a condition of dangerin asucceeding block and-by a train successively-entering a section ofaprecedingblock'and asection of said block. a r V 35. A system of thecharacter described comprising a track divided into blocks, each blockbeing divided intosections, a relay for controlling the electricalcondition of'a block at the middle of the --block, and-means foroperating saidrelay, saidmeans-being responsive to the conjoint actionof a condition of dangerin the first'sectionqofthe succeeding block andto atrain successively entering the last section of the preceding blockand thefirstsection of saidblock;

36; A system of the character'described comprising a track divided intosections, means at the junctions ofsections for c on trolling trainmechanism, train mechanism the first means at one junction beingconditioned'by the electrical Ineanswhen a! train successively enterstwo preceding sections while a danger condition exists ina-.succeedingsection. V a T V v.

'37. Azsystem of the character described comprising a track divided intosections, means at the junctions of sections forcontrolling train.mechanism, train mechanism arrangedrtobe brought into operativerelationshipwithsaid means at thejunctions, andelectrical meansresponsive to conditions in the. respective, sections. foraoperatingsaid first means, the. firstzmeans at onejunction beingrenderedeflectivevto operate the train mechanism by: the electricalmeans onlywhen a train successively enters twopreceding sections while a dangercondition exists in the second succeeding section.

38. A system of the character described comprising-a track divided intosections, meansat the junctions of sections-for controlling trainmechanism, train mechanism arranged to be'broughtvinto operativerelationship with saidmeans at the junctions,

and electrical means responsive to conditions in the respective sectionsfor operating said first means,thefirst means at one jun'ction being.renderedefl'ective to operate the train mechanism by: the electricalmeans when only a train successively enters two preceding sections whilea danger condition'exists in the third succeeding section. V 3

3-9. A systempf the character described comprising track divided intosections,

.means at the junctionsof sections for controlling -train mechanism,train mechanism arranged to be. broughtlnto operative relationsh ip withsaid means at the junctions,

and electrical meansresp'onSive to conditions in the respectivesectionsfor operating said first means, the first means at one junctionbeing rendered effective to operate the train mechanism-by: theelectrical means when 7 only a train successively enters two precedARTHUR Rf c. roussam'r.

00111610! this patent-may; be obtained for five cents each,bx.addressingjhe,Oommissioner.o! Patents,

7 I 1 Washington, 0. '1: p v i

